Refrigerating apparatus



Jan. 4, 1938. R. R. cANDoR r Ax.

REFRIGERATING APPARATUS Filed May 20, 1937 4 Smets-Sheet 1 o BY 52520;. JZ@ XA Jan. 4, 1938. R. lli'.- CANDOR ET AL 2,104,383

REFRIGERATING APPARATUS Filed May 2o, 1957 4 sheets-sheet 2 A iF/40 /24 Jan. 4, 1938. R. R. cANDoR ET AL 2,104,383

REFRIGERATING APPARATUS v Filed May zo, 1937 4 sheets-sheet s INVENTORS BY 2 $91462 f ATTO EYJ Jan. 4, 1.938. I R. R. cANDoR ET A1. `2,104,383

REFR IGERATING APPARATUS J" Il WMATJ 20 l In the drawings:

.45 Railway cars, or other vehicles, have been prowhen stand-by current is available to engage the 45 named im. 4,1938 l 2,104,383

UNITED sTATEs PATENT ori-ICE l 2,104,383 nEFmGEaATING APPARATUS Robert R. Candor and Donald F. Alexander, Dayton, Ohio, signora to General Motors Corporation, Dayton, Ohio, a corporation of Delaware Application May 20, 1937, Serial No. 143,843

11 Claims. (CI. 62-11'0 This application relates to refrigerating apatively high voltage D. C., motor provides surplus paratus and more particularly to air conditioning energy for charging the battery. However, this for railway cars or the like. charging operation has been made dependent on An object of this invention is to provide an the operation of the compressor, so thaty battery g electrically energized air conditioning system, in charging could be' obtained from the station 5 which the electrical energy is derived from the current only while the compressor operates. Acbattery of the car while A. C. or relatively high 'cording to this invention, however, it is possible voltage current is not available, and is derived to retain all of the advantages of the previous from an A. C., or relatively high voltage D. C. devicesand at the same time provide for the current while such current is available, in such a charging of the battery independently of the 10 manner that energy derived from the A. C., or operation of `the compressori with substantially relatively high voltage current may be used to the same major equipment heretofore used. charge the battery whether air conditioning is Figs. l and 2 show a system for use with station required or not. current and Fig. 2a.l shows how Fig. 2 may be lli Further objects and advantages of the present modified for use on electrified lines. A railway is l invention will be apparent fromthe following car, or other vehicle Il is provided with an air description, referencev being had to the accomconditioning, or refrigerating system Il, driven l Dnying drawings, wherein a preferred form of by a relatively low D. C. dynamoelectric machine the present invenbn is clearly shown. or motor-generator I2 under the control of a thermostat, or other airconditioning responsive Fig. 1 is a diagrammatic representation of a instrument, Il. The motor I2 is energized either car having one form of the invention; by the battery Il, or by the axle-driven dynamo- Fig. 2 is a wiring diagram in simplified form, electric machine or generator il, or both. When for use with the system shown in Fig. l; the car stands at the station, or when A. C. or Fig. 2a shows s. modification of a portion of relatively high voltage D. C. current is available 25 Fig. 2 to be used on electrified lines; on an electrified line, the reirigerating system Fig. 3 is a diagrammatic representation of a may be energized by an A. C., or relatively high car having a modified form of the invention; voltage D. C., dynamoele'ctric machine or motor Fig. 4 vis a wiring diagram, in simpliiied form, .II which drives the compressor i1 and the D. C. for use with the system shown in Fig. 3; motor I2. The motor is energized from station 30 Fig. 4a shows a modification of a portion of current source i8 by the insertion of plug il in Figs. 4 or 6 to 10 inclusive to be used on electrified the receptacle 20 or may beenergized by the coulines; f nection of a trolley-like connection Ila to the Fig. 5 is a detail of a modiiied form of clutch wire isa on an electrified line as indicated at control; Fig. 2a, Where the system of Fig. 2a is used a 35 Figs. 6 to i0 inclusive show wiring diagrams station plug 20h may be provided for use with to be substituted in the. wiring diagram shown station A. C. current on portions of the line which in Fig. 4, or Fig. 4 as modified by Fig. 4a and inl are not electrified. dicate different ways oi governing generator The arrangement of the foregoing system is 4o output to balance the same with A. C. motor casuch that the axle-driven generator Ii charges 40 pacity' and the battery Il and runs the D. C. motor i! as Fig. 11 is a diagrammatic showing of a shii'ta generator all the time A. C. current is available brush commutator for a generator which able.' The clutch 2|, between the motor l2 and may be used with this invention. compressor I1, is controlled by the thermostat il vided heretofore with generating systems for compressor when refrigeration is required and to charging the battery on the vehicle, and have disengage the compressor when refrigeration is been provided with refrigerating apparatus being not required. The motor II runs all the time Athat driven by a motor energized from the battery, A. C. current is available, and operates the moor the generating system, while the vehicle is in tor l2 as a generator to charge the battery M, 50 motion and have also been provided with an and the compressor l1 is engaged only when re- A. C., or relatively high voltage D. C., motor for frigeration is required When the car runs, or driving the compressor of the refrigerating syswhen A. C. is not available. the thermostat i8 tem while the vehicle is standing at the station, controls motor l2 to start and stop it. The

Q5 the arrangement being auch that the A. C., or relclutch 2l is engaged all the time that A. C. curas rent is not available due to the disconnection of the plug 20 or the trolley-like connection 20a. The motor I2 thus drives the compressor whenever required by thermostat I3.

The foregoing operation is, in more detail, accomplished as follows: The refrigeration cycle includes a compressor I1 which discharges into a condenser 22, which may be cooled bythe fan 23 driven simultaneously with the compressor I1. Liquid refrigerant ows from the condenser 22, through the pipe 24, past the thermostatic expansion valve 25 through the evaporator 26 and back to the compressor I1 through the line 21. Air is blown over the evaporator 26 by means of the fan 28 driven by the motor 23, fresh air entering through the iilter 30,` and recirculated air entering through the grilled opening 3|, the cooled air being discharged, through the grille 32, into the compartment to be cooled. The thermostat (or any other instrument, such as a humidostat, wet bulb thermostat or eiective temperature responsive control) controls the operation of the compressor I1 to start the compressor when refrigeration is required and to stop the compressor when refrigeration is not required.

While the car runs, or when A. C. current is not available the axle-driven generator I5 charges the battery I4 under the control of a voltage and current-controller 33 and a reverse current relay 34. The switches 35, 36 and 31, which are under the control of coil 38 are in their lower position when the coil 38 is unenergized, due to the absence of A. C. current. Under such conditions, control current can ow through the wire 38a through the starter coil 39, switch 35, hand control switch 53a, thermostatic switch I3 and head pressure controller switch 40 to the line 4I which is under the control of the voltage regulator i2 and hand switch 43. The starter coil 39, when energized lowers the contact 44 under the control of dash-pot 45 so that the contacts i6 are progressively engaged gradually to throw out the resistance i1 across the armature 48 of the D. C. motor i2. At the same time the field il@ of the motor l2 energized in series with the resistance 50 so that the motor-generator I2 operstes as a motor, .seing started and stopped in response to thermo-static conditions. The clutch is engaged all of this time because the solenoid valve 5i is not energized and the air valve engages the clutch under these conditions. The blower motor ioperates all of the time that air conditioning is desired by the closing of the hand switch A3.

When the car stands at the station, the plug i9 may be inserted into the receptacle 20. Likewise, when the car is on an electrified line, the trolley-like connection 20a is connected to the overhead wire iSd (Fig. 2a). When this occurs, the jumper 53 (Fig. 2) or the relay switch 53a (Fig. 2a) bridges the iines 54 and 55. If the station current is of the correct polarity, the rotation relay 56 (which is used only when the number of phases require it) closes the contacts 51 to energize the solenoid 38 and the starter solenoid 59. The energization of the solenoid 59 closes the contacts 6i! and starts the A. C. motor I6. The energization of the coil 38 places the switches 35, 36 and 31 in their upper positions. This causes the solenoid 39 to be energized independently of the thermostat I3, thus placing the motor-generator |2 across the battery line so that it may act as a generator driven by the A. C. motor I 6. The closing of the switch 31 shunts l provided for the condenser.

to the head pressure of the compressor, the switch being open only when there is excessive head pressure. 'I'his switch may also beopened when there is excessively low' back pressure under the control of bellows 63. The two bellows may open the switch independently of each other.

In the modification shown in Figs. 3 and 4, the car IIO is provided with a refrigerating system III substantially similar in operation to the system described previously, and wherever numerals are used higher by than those used in Figs. 1 and 2, it is intended to signify that the parts correspond in construction and function as nearly as possible. Thus a compressor ||1 discharges into the condenser |22. Liquid refrigerant flows through line |24 past the thermostatic expansion valve |25, evaporator |26 and back through the line |21 to the compressor II1. A fan |23 is A ian |28 is driven by a motor |29 to circulate fresh air from filter |30 and recirculated air from grille |3| past the evaporator |26 through the grille structure |32. The compressor ||1 is driven by a D. C. motor I|2 under the control thermostatic switch |I3. An axle-driven generator I I5 charges the battery |I4 while the caris running under the control of a voltage and current controller and a reverse current relay.

Fig. 4a shows how the system of Fig. 4, (or the systems of Figs. 6 to l0) may be modified for use with electried lines showing the trolley-like connection and the station plug similarly to Fig. 2a. In Figs. 2a and 4a the source of A. C. on the electried line is iikely to be very high voltage and therefore transformers 250 and 25| may be used, to be energized by the circuit from the wires |9a, i|9a to the wheels 252 and 253. This provides 1. C. current of reduced voltage to the A. C. motor.

In the modification shown in Figs. 3, 4, and lia, the axle-driven generator II 5 is adapted to be driven by an A. C., or relatively high voltage D. C., motor I|6 when the car is at the station or is on an electrified line. The arrangement is .such that when A. C. current is made available by inserting the plug IIS into the plug |20, or by connecting trolley-like connector 20a to wire IISa or plug |20b to a plug at a station, the motor I I6 drives the generator |I5 all the time, thus charging the battery II4, and if the thermostat ||3 requires it, also driving the motor II2 and the compressor II1 to provide refrigeration. As indicated in Fig. 3, the generator II5 is provided with an electro-magnetic (or otherwise controlled) clutch |10 so that the generator I|5 is disengaged from the axle |1| whenever A. C. current is available and the solenoid |13 is energized, and the electro-magnetic clutch |12 is caused to engage whenever A. C. current is available and the solenoid |14 is energized. The construction of clutches |10 and |12 may be similar, except that the clutch |10 is caused to be disengaged when its controller |13 is energized and the clutch |12 is caused to be engaged when its controller |14 is energized. The operatiox'i of 75 these clutches is such that the motor |I6 is engaged with the generator II whenever-A. C. current is available and disengaged when the A. C. source is disconnected. The axle clutch 5 is disconnected when A. C. current is made available so that the generator |I5 may be driven by the motor I I6, and this clutch is engaged when A. C. current is disconnected. When the plug .I |9 is inserted in the receptacle |20, or the con- 10 nector |20a is energized the controllers |13 and |14 are energized to operate the clutches as heretofore described. In addition, the solenoid |15 is energized to close the Starter contacts |16. The prongs of the jumper |80 are made shorter l5 than the prongs ||9c, thus insuring that good,

contact is made on the power lines before the starter is energized, and insuring operation of the clutches ahead of the A. C. motor. In Fig.

4a, the motor starter may be provided with time A delay device |15a to insure operation of the clutches before starting the A. C. motor. The refrigerating system is under the control of the thermostat II3 which is adapted to energize the starter solenoid |39 whenever the hand switch |36 and the head pressure and low pressure switch |40 are closed. The energization of the solenoid |39, in response to refrigeration demand, progressively closes the contacts |46 to cause current to flow through the armature |40 of the D. C. motor II2. At the same time, the motor field |49 is energized. The blower motor |29 and the compressor motor II2 are under the control of switch |43. The generator I|5 may be provided with any type of voltage and current cony,

troller to connect the same with the battery II4 when the voltage across the armature of the generator is suitable for charging the battery and for disconnecting thesame when the current reverses. Thus a coil structure 200 may be provided, which, by magnetic reaction with the potential coil structure 20|, closes the switch 202 when the voltage across the armature of the generator |I5 is suitable for battery charging. This operation places the generator in circuit with the battery. Immediately upon the closing of the switch 202 the coil 203 is placed in the circuit. The coil 203 and the potential coil 204 independently regulate the resistance 205 in series with the field 206 by magnetic reaction with arm 205a in accordance with the normal requirement of battery charging. Coil 203 also serves to hold shut the switch 202 during the battery charging period. The resistance 205 governs the strength of the field 206 which may be the generator field or the generator exciter field, and hence the generator output is regulated by the coils 203 and 204. Coil A204 limits the maximum voltage of the generator at any time, which v alue may be adjusted by a resistor in series with the coil 204 (not shown) or by an adjustable retaining spring device 201 cooperating with arm 205a. Coil 203 responds to al1 or a portion of the generator output current, and is magnetically connected to the resistance 205 so that generator current in excess of a predetermined value through the coil 203 increases the value of the resistance 205 independently of the requirements of coil 204. This action limits the generator output current to any definite value regardless of maximum voltr 7o age adjustments. This may be accomplished by lost motion vdevices or other mechanical means between the armatures of coils 203 and 204 and the arm 206a.

When the generator output. voltage decreases 75 below that of the battery, the lcurrent through switch 202 and coil 203 reverses. Coil'structure 203 opens switch 202 by magnetic reaction with potential coil structure 20 I preventing damage to the generator armature. An adjustable resistance 200 may be placed in parallel with the 5 coil 203. This resistance 200 may be manually adjustable. This resistance 208 is used, in conjunction wlth coil 203, to regulate the total generator output current charging the battery.

The generator H5 may be of the type that pro- 1n duces current in thesame direction regardless of the direction of rotation of the generator armature. This may be accomplished either by providing the usual brush shifting device, shown in Fig. 11, or it may be accomplished by providing i. an exciter, the armature 209 of which reverses in rotation with reversal of generator armature rotation. The field 206 may be the exciter iield. 'Ihe exciter energizes the field 2I0 of the generator I|5. If the usual brush shifting device is used, as indicated in Fig. 11, the field 206 may be the eld for the generator |I5. In either case, the resistance 205 indirectly governs the output of the generator |I5 to provide the proper current and voltage for the battery ||4.

Means are provided for altering or'biasing the control of generator II5 when A. C. current is made available to balance the power demands of generator ||5 with the power capacity of the motor ||6. In the modification shown in Fig. 4, 30

"this is accomplished by providing a biasing coil 2|| adjacent the coil 203, the construction being such that the coil 2| I is energized when the plugs |I9 and |20 are joined. When this biasing coil 2li is energized, the pull of coil 203 upon the 35 resistance 205 is altered, preferably to increase the resistance and thus reduce the field strength 206 which in turn reduces the current output of the generator |I5. The energization of the coil 2II is made dependent on the energization of- 40 the starter coil |15 which closes the contacts 2I2 thus placing the coil 2|I across the battery.

In Fig. 6 a slightly different method oi energizing the coil 2| Ia, which corresponds tocoil 2| I of Fig. 4, is provided. In this case the plug IIIB 45 Ais provided with a jumper 2I3 which places the substituted in the wiring diagram shown in Fig. 4, 5,-,

and the operation of the part is substantially the same. In Fig. 8, insteadof providing a biasing coil similar to coil 2|I of Fig. 4, the resistance 208a is made automatically adjustable, so that it is 60 automatically altered whenever A. C. current is made available. Thus the switch 2|5 is automatically opened by the energization of the starter coil |15 when A. C.- current is made available, and this places the entire portion of the coil 6,-, 200a in parallel with the coil 203. 'I'his causes a greater proportion of current to flow through the coil 203 and hence increases the magnetic pull on the arm of the resistance 205. This weakens the field 206 and reduces the output of the generator II! while it is being driven by the motor H6.

In Fig. 9, the coil 203c is modiiied directly when A. C. current is made available. Thus when the 'starter field|16 is energized, the contacts :.75

2|6 are closed, thus shunting a portion of the coil 203e and increasing its pull on the resistance 205 to reduce the output of the generator I5 While being driven by the motor ||6.

'I'he motor i6 and motor-generator |2 may be combined in a single dynamoelectric machine having a vsingle shaft. Likewise, the motor ||6 and generator H5 may be combined in a single dynamoelectric machine having a single shaft.

In the modification shown in Fig. 10, an additional resistance 2|1 is provided in parallel with the resistance 208. When the starter coil |15A is energized, the contacts 258 are opened thus decreasing the resistance whiclris in parallel with the coil 2&3. This increases the current owing through the coil 253 to increase the resistance 205 as previously pointed out. In this modification, or in any of the preceding modications of Figs. 4 to 9 inclusive, the jumper i 80 may be omitted, and the starter coil 'iS may be made responsive to current across the leads between the plug and the starter contacts without the use of the jumper. In such a case the motor starter may be provided with a time delay device, diagrammatically indicated at |15b.

In the modification shown in Fig. 5, the clutch i10a, between the axle and the generator ||5a is controlled by solenoid i13a energized by a small generator |8| driven in proportion to car speed. The clutch |10a is automatically disengaged when the car stands or travels below a relatively low speed limit, such as l0 M. P. H., and is engaged at all speeds above that limit. The clutch |12a is controlled by the solenoid i14a to be engaged when the car stops or travels below some speed limit as l0 M. P. H. The remainder of the system is the same as in Figs. 3 and 4 except that the clutches |10 and |12 and solenoids |13 and |14 are replaced by the modified form of Fig. 5.

While the clutches have been indicated, in some instances, to be pneumatically controlled by the operation of solenoid valves, and have been indicated, in other instances, to be directly operated by the solenoid, it is to be understood that these forms may be used interchangeably or may be replaced by equivalent features. The clutch between the generator ||5 and motor ||6 may be omitted if desired. The clutch |10 may be a centrifugal, non-electric clutch, automatically disengaging below some car speed, such as l0 M. P. H. I f a centrifugal clutch is used, the solenoid |13 may be omitted. The clutch |12, together with its solenoid control |14 or |14a may be omitted entirely, in which case the A. C. motor may be placed between the D. C. generator and the live axle assembly, or the A. C. motor and D. C. generator can be made into a unitary machine. The exciter 209 may be built in with the D. C. generator ||5 as a unitary machine.

Fig. 11 shows the usual shiftable brush arrangement for a D. C. generator to cause the generator to charge the battery regardless of direction of rotation of the armature. Fig. 11 indicates how such an arrangement is tted into the wiring diagrams of Figs. 3 to l0 inclusive, instead of the exciter circuit. The Well known shiftable brush carriage ||5a has its brushes connected to the iiexible cables ||5b and ||5c which are connected to the generator leads for charging the battery. 'I'he carriage 5a automatically shifts the brushes with a change in rotation to maintain the direction of current constant. Suiiicient parts of the wiring diagram of Figs. 3 to`10 are shown to indicate the substitution.

. energy;

In Fig. 4, a voltage regulator |00 has been indicated to maintain a constant voltage supply to the fan motor |29, lights |5|, etc. The lights are provided with switch control |52. The various motors may be provided with overload cutouts. Thus an overload switch |160. may be provided to protect motor I6, and an overload switch 60a may be provided for motor I6.

While the form of embodiment of the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

l. In combination, a railway car or the like; an air conditioning system on said car and including a compressor; a condenser, and an evaporator in refrigerant ilow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; a. battery; a dynamoelectric assembly on said car including an A. C. motor and two D. C. dynamoelectric machines; means drivingly connecting one of said D. C. dynamoelectric machines to said compressor when A. C. current is not available, a connector for connecting a source of A. C. current independent of said car to said A. C. motor on said car, means drivingly connecting one of said D. C. dynamoelectric machines to said A. C. motor while A. C. current is supplied to said A. C. motor to generate D. C. energy to energize said blower motor and to charge said battery, means for driving said compressor-by energy derived from said A. C. motor while A. C. current is available; means controlling the operation of said compressor in accordance with refrigeration conditions; said last named means including provisions for operating said A. C. motor and at least one of said D. C. dynamoclectric machines to energize. said blower motor and to charge said battery independently of the operation of said compressor.

2. In combination, a. railway car or the like; an air conditioning system on said car and including a compressor; condenser; and evaporator in refrigerant flow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; a battery; a first dynamoelectric machine connected to said battery and to an axle of said car; a second dynamoelectric machine connected to said cornpressor and to said battery, said first dynamoelectric machine arranged to energize said blower motor and to charge said battery while said car is enroute and said second dynamoelectric machine arranged to operate said compressor intermittently in response to air conditions while said car is enroute; a source of station electrical a connector between said car and said source, and means on said car operable when said car is connected to said source by said connector to cause said blower motor to be continuously energized and said battery to be continuously charged and said compressor to be intermittently operated in response to air conditions by at least one of said dynamoelectric machines.

3. In combination, a railway car or the like; an air conditioning system on said car including a compressor, a condenser, and an evaporator in refrigerant ilow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; an axledriven D. C. generator, a battery and a compressor D. C. motor in electrical circuit with said mittently in response to refrigeration demand' and energizing said blower motor and for charging the battery independently of refrigeration demand when said connector is connected to said source of A. C. current.

4. In combination, a railway car or the like; I

an air conditioning system on said car including a compressor, a condenser, and an evaporator in refrigerant flow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; an axle-driven D. C. generator, a battery and a compressor D. C. motor in electrical circuit with said blower motor; an A. C. motor on said car drivingly connected tov said D. C. generator, a source of A. C. current; a connector for connecting said source of A. C. current to said A. C. motor; and provisions whereby said D. C. motor drives said compressor intermittently in response to refrigeration de mands, and said A. C. motor drives said D. C. gcnerator independently of said.axle and independently of refrigeration demands when said connector is connected to said'source of A. C. current to energize said blower motor and to charge said battery.

5. In combination, a railway car or the like; an air conditioning system on said car including 'a compressor, a condenser, and an evaporator in refrigerant flow relationship; a blower and blower motor, said blower 'circulating air in thermal exchange with said evaporator; an axledriven D. C. generator, a battery and a compresser D. C. motor in. electrical circuit with said blower motor; an A. C. motor on said car drivingly connected to said D. C. generator, a source of A. C. current; a connector for connecting said source of A. C. current to said A. C. motor; provisions whereby said D. C. motor drives said compressor intermittently in response to refrigeratlon demands and said A. C. motor drives said D. C. generator independently of said axle and independently of refrigeration demands when said connector is connected to said source of A. C. current to energize said blower motor and to charge said batteryl and means modifying the output of said D. C. generator while being driven by said A. C. motor.

6. In combination, a railway car or the like; an air conditioning system on said car including a compressor, a condenser, and an evaporator in refrigerant now relationship;

'blower motor, said blower circulating air in thermal exchange with said evaporator; an axledriven D. C. generator, a battery and a compressor D. C. motor in electrical circuit with said blower motor; anv A. C. motor on said car drivingly connected to said D. C. generator, a source of A. C. current; a connector for connecting said source of A. C. current to said A. C. motor; provisions whereby said D. C. motor drives said com- 1 presser 'intermittently in response to refrigeration demands and said A. C.`motor drives said D. C. generator independently of said axle and independently of refrigeration demands when said connector is connected to said source of A. C. current to energize said blower motor and to a blower and a compressor, a condenser, and an evaporator inrefrigerant flow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; an axle-driven D. C. generator, a battery and a compressor D. C. motor in electrical circuit with said blower motor; an A. C. motor on said car driviigly connected to said D. C. generator; a source of A. C. current; a connector for connecting said source of A. C. current to said A. C. motor; provisions whereby said D. C. motor drives said compressor intermittently in response to refrigeration demands and said A. C. motor drives said D. C. generator independently of said axle and independently of refrigeration demands when said connector is connected to said source of A. C. current to energize said blower motor and to charge said battery, a field for said D. C. generator; coil means con trolling the strength of said field to control the output of said D. C. generator while said D. C. generator isl driven by said axle; and means modifying said coil means while said D. C. generator is vdriven by said A. C. motor.

8. In combination, a railway car or the like; an air conditioning system on said car andincluding a compressor; condenser; and evaporator in refrigerant flow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; a clutch; a motor-generator engageably and disengageably connected to said compressor by said clutch; a control instrument responsive to air conditions; an axle-driven generator; a battery energized by said generator; said control instrument arranged to engage said clutch and to cause said motorgenerator, as a motor, to drive said compressor intermittently by energy derived from said generator and battery while said car is enroute; a source of A. C. electrical energy; an A. C. motor connected to said motor-generator; a connector between said source and said car; and means responsive to the connection of said car to said source by said connector to cause said A. C. motor to operate continuously and .drive said motorgenerator as a generator and to engage said clutch intermittently in response to air conditions, rthe arrangement being such as to drive said compressor intermittently in accordance with air conditions and to charge said battery and operate said blower motor independently of said intermittent compressor operation.

9. In combination, a railway car or the like; an air conditioning system on said car and in- -cluding a compressor; condenser; and evaporaergy; a stand-by motor on said yoar connected to said motor-generator; a plug connector between said source and said car; means operative during the connection of said car to said source by said plug connector to cause said stand-by motor to operate continuously as long as station current is available and to drive said motorgenerator es a generator to drive said blower motor and to charge said battery and to cause said control instrument to engage said clutch intermittently in response to air conditions, the arrangement being such as to drive said compressor intermittentlyT in accordance with air conditions and to charge said battery and operate said blower mot-or independently of said intermittent compressor operation.

l0. In combination, a railway car or the like; an air conditioning system on said car and. including a compressor; condenser; and evaporator in refrigerant iiow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; a battery; a first dynamoeleotric machine connected to said battery and to an axle of said car; a second dynamoelectric machine connected to said compressor and to said battery, said first dynamoelectric machine arranged to energize said blower motor and to charge said battery while said car is enroute and said second dynamoelectric machine arranged to operate said compressor intermittently in response to air conditions while said car is enroute; a source of station electrical energy; a connector between said car and said source, and mea-ns on said car operable when said car is connected to said source for causing said blower motor to be continuously operated and said battery to be continuously charged and said compressor to be intermittently operated in response to air conditions by at least one of said dynamoelectric machines when said connector is connected to said source.

i1. In combination, a railway car or the like; an air conditioning system on said car and including a, compressor; condenser; and evaporator in refrigerant flow relationship; a blower and blower motor, said blower circulating air in thermal exchange with said evaporator; a battery; a first dynamoelectric machine on said car connected to said battery and to an axle of said car and including a D. C. generator and an A. C. motor; a second dynamoelectric machine including a motor connected to said compressor 'and to said battery; said first dynamoelectric machine arranged to energize said blower motor and to charge said battery while said car is enroute and said second dynamoeleotric machine arranged to operate said compressor intermittently in response to air conditions while said car is enroute; a source of station electrical energy, a. connector between said car and said source, a clutch between said axle and said iirst dynamoelectric machine engageable while said car is enroute and disengageable when said car stands; and means for operating said iirst dynamoelectric machine from said source to energize said blower motor, to charge said battery and intermittently to energize said second dynamoelectric machine and compressor.

ROBERT R. CANDOR.

DONALD F. ALEXANDER. 

